Internal-combustion engine.



S. MUORE. vINV'I'EI'N-Al. `COWVIBUSTION ENGINE; APPLICATION msg my 1:-,um n 1,280,807rv Patented (m8. 1918.

4 swears-snm 1.

S. MOORE.

INTERNAL coMBusnoN ENGINE. PPLICATIUN FILED JULY I3. 19|?.

Patented om. 8, .1918.

4 SHVEETS-SHiET 2| WWH N mfr/ion- Janley Moore.

A Tranne rs is. MUORE. mwN/u coMBUsImN ENGINE., APPLICATION FILEDJULYJS. 1911.

Fammi oet. .8, 1918;,

w/mfssfs lum/roh INTEENAL-COMBUSTION ENGINE.

To all whom t may concern:

Be it known that I, STANLEY MOORE, a citizen of the United States, 'anda resident of Monroe, in the count7 of Walton and State of Georgia, haveinvented a certain new and useful Improvement in Internal- CombustionEngines, of which the following is a specification'.

My presentinvention relates generally to internal combustion engines,and .more pal ticularly to an engine of this nature of the four-cycletype, my prilnary object being the provision of an engine in which thefuel oil is supplied to the Working cylinder apart from the airnecessary for combustion. In my improvement the fuel :oil does not enterthe working cylinder with the air necessary `for its combustion, but ismaintained separate therefrom until the `time arrives at which theexplosion isto take-place and it therefore obvia-tes many of thediiiiculties experienced in the usual typev of i engine where the fueloil enters with the air in gaseous. form. a r Y VIncidentally it is theobject of my 1nvenl tion to provide a construction having manyadvantages over4 a carburetedl fuel supply system, including theelimination of all danger of preigniti'on, the trouble usuallyencountered inmaking Aadjustments of the car- -bureter, as Well ast-headvantage of .a con- `stant pressure supply of Oil leading directly tothe oil space i-nto Which'thecompressed airis admitted at the, time ofeach explosion.

to the accornpen l With theseand certain 0ther`ob]ects Lin view,together `with` the-advantages to be hereinafter specified;inyjinventionresides in the construction, arrangement, and Operation of partsto benowdescribedwith reference ing drawings forming a part of this speclcation,.and wherein-- .r r Figure l is a side elevation of a twocylinder englne constructed 1n .accordance with my invention, parts ofthe crank case being broken away;y l F ig 2 isfa vertical transverse4section taken substantially Online 2,-2 of Fig. l;

Fig. 3 is a detailcross section through the adjustable connecting rodmountin Fig. i is asectio'nal side'view oigthe part -shOWni-n Fi .3;

Fig.i 5 is a detail vertical section taken substantially on line of Fig.2;

` is an enlarged vertical lsectional Specification of Letters Patent.

sTATEs PATENT OEEIOE.

sTAn'LEY MOORE, oF MONROE, GEORGIA. A

view through the uppery portion of one of the cylinders in the planeofthe Oil` valve; Fig. 'TV is a top plan `vieni of onezof Vthecylinders; v Fig. 8 is a vertical sectional'view taken longitudinallythrough the upper portion of one of the cylinders, substantially on line8-8 of Fig. 7,- a

Fig. 9 is a horizontal sectional view showing the arrangement fordriving the cani shafts, and

Figs. 10 Aand ll ,are detail perspective views Of portions Of the saidcam shafts.

vReferring non to 'these figures, my iniproved engine includes cylindersina-ny desired number, of which each cylinder l5 is disposed verticallyand `provided in its head with -seve'ral cavities extending verticallytherethrough, of which one receives the cage 1,6 Of the oil intakevalve,fanOther:receives the cage V17' ofthe air intake valve,.and stilltending arm 2l, andthe, latter of'ivhich is connected. at its outer end`t'oaii 4,adjusiting rod 25 extending along the cylinder and pivotallyconnectedto'the lower end lo't an upright cOntrOllinglei-er 26,. thelat-terfof' which Patented oet. 8, 1918. Application led July 13, 1917.Serial No. 180,302. I'

is .fulcruniedffupon a b1 "acketl27` extending froml the ,cylinder vandas ,liestseen in l. The air intake val've28 as'seei'i 4in Figs-2 and 8,is seatedupwardly Y 9 5' theloier inner end Ofits cage 17,' and* is p rLvided with a stem projecting verticall'ythrough and having bearinginthe cage, and an" upper'elgtefrnalj headed end 29 f beneath'vwhichli'sgja ,spring 30 ing engagetb 31 fulcrunled ,p I and the'oppositeir .eiicl of, y 33 tothe upper end of a:V an ac verticallydisposed. rod 34. tlie Vl'lower ol 'which depends lthrough abearing intliehrpsj sition with the "valve closed ynaderi 10Q normally holdingthesainfe in uppei'niostpdy j the'headlf29 he,` controllinglever i perportion of the crank case 35 and carries a tappet 36 at its lower endwithin the crank case.

The valve cage 17 of the air intake valve just described, like the cages16 and 18 of the oil intake and exhaust valves, has a threaded nut 17abearing upon its upper end and for engagement in the upper threadedportion of the cavity of the cylinder which receives the same, which nutis preferably provided with upper spaced extensions 37 'providing forits rotation into and out of engagement with the threaded portion of thecylinder cavity by means of a bar or other straight tool withoutrequiring the use of a wrench.'` The valve cage may thus be ground tofit and tightly forced and held in place.

The exhaust valve 38 is seated upwardly in the lower end of its cage418, as best seen in Fig. 8, and has a stem 39 projecting verticallythrough the cage thereof, with an upper external head 40 normally heldin proper position to maintain the valve closed by means of a spring 41acted upon at proper times by one end of an actuating arm 42 fulcrumedat 43 upon the cylinder head, and the opposite end of which is pivotcdat 44 'to the upper end of a cam actuated and vertically disposed rod45, the lower end of which depends into the upper portion of the crankcase 35 and carries a tappet 46 at its lower extremity within the crankcase, it being noted from Figs.- 1 and 7 that the actuatingarms 31`and42 and the cam actuated rods 34 and 45 ext-end parallel with oneanother'.

The oil intake valve of the cylinder, as seen at 47 in Fig. '6, isseated upwardly in the lower end of its cage 16, and has a pistonportion 48 thereabove slidably interfitting the bore of its cage, thelower end of which is reduced as seen at 49 and cooperates with anenlarged internal portion 50 of the cage 60 to form an oil chamber 51above the valve 47 and normally closed as regards the working cylinderof the engine, by means of said valve. The piston 48 is at the lower endof the valve stem 52, the latterof which extends verticallythrough theupper end of the cage 16, and'ha's a headed upper end engagedv by aspring 53 which normally holds the valve 47 closed. This upper externalend of the st em 52 1s acted upon by one end of an actuating arm 54fulcrumed at 55 u on the cylinder head, and the opposite en of which ispivotally 'corn nected at 56 to the upper end of a cam actuated rod 57pro'ecting verticallyat the op'- posite side of t e cylinder 15wlth-respect to the rods 34I and 45. This rod, like the extends at itslower end, -through a the top of the crank case 35 and with u others,bearlng 1n is provided at its lower extremity tapper 58 within the crankcase.

Referring again to Fig. (i, the, valve cage 5i) is threaded in ahorizontal position into one side of the cylinder head` and has itsinner end propzeting laterali)Y into one side of the cage 16 of the,intake valve, and provided with an .inner valve seat, outwardl)v againstwhich is seated an oil feed valve 60, the stem 61 of which projectshorizontally through the cage 59, and its external portion is engaged bya spring 62 normally holding the valve seat-ed, and by the inner arm 63of a bell crank lever fnlcrnmed at 64 upon one side' of the cylinder 15and. the opposite end 65 of which has a yoke partially en'ibr-acing thccam actuated rod of the air intake valve and acted upon by a collar 66adjustably secured upon said rod, as seen in Figs. 1 and 2.

. The cage of the oil feed valve has an intermediate annular groove 67in con'nnunication with the vertical oil feed channel 69, of thecylinder head, into the upper end of which is threaded one end of an oilfeed pipe 69, the latter of which, as seen in Fig. 1, branches from afeed pipe 70 leading from a fuel oil pump 71` the oil fed to the groove67 flowing through a longitudinal channel 72 of the cage 59, which atone end opens through the seat of the valve 60, and at its opposite endthe longitudinal channel 72 of the valve cage is controlled by a needlevalve 7 3. v

Thus, b v means .of the pump 71 driven as presentlyv described, aconstant pressure is maintained upon the oil supply, so that oil will beforced into the chamber 51 of the oil intake valve, under control of theneedle valve 73, each time the feed valve 60 is unseated, so that, withthe intake valve 47 in closed position, the chamber 51 will be filledwith oil, and upon the compression stroke of the piston 74, previousl towhich a. charge of air has been admitted to the working chamber,'thischarge of air will be highly compressed, and when the valve.47 is opened'as the piston approaches the end of its compression stroke, theair'will be forced into the chamber 51 and the hi h compression willexplode. the charge witl out the necessity for sparking or otherignition means.

The cage 16 of the intake valve 47 is pro-f vided with a verticalchannel 75, as seen in Fig. 6, the lower end of which is incomi 77forming bearings for there uced end 7 8y of a wrist pin Which,-as bestseen lin Figs.

rae

3 and 4, has a central enlarged portion 79 provided With'- a threadedopening for the reception of the upper threaded end 80 of a pitln'an 81,said upper threaded end having a nut 82 ,below the wrist pin wherebythe` extent of ipward `movement -of the pistonA mounted upon parallelcam shaft-s 88 and' 89' at'opposite sides of the vertical plane of the4main shaft 84` and partially inclosed by gear casings V90.

The cam shaft 88 supports a cani 91 which acts upon the tapper 58 of therod '57 of the intake valve 47, which cam is of sufficientsize to holdthe valve 47 open during the explosion and exhaust'strokes of the piston 74.

The opposite cam shaft 89 has cams 92 and 93 respectively operatingagainst the tappets 36 and 46 of the rods'34 and 45 of the air intakeand the exhaust valves 28 and 38, the rod 34 of which also actuates theoil feed ralve 60 through thevconnections previously described.

` The obliquely toothed gear 86 of the cam shaft 88 is, furthermore,splined upon a squared portion 94 of said shaft, as best seen byreference to Fig. 5, and has an annularly grooved extension at one side,engaged by a yoke 96 of an inwardly pro]ecting rod 97, the outer end ofwhich projects exteriorly of the crank case 35 andis connected to thelower end of an uprightleved 98 fulcrumed at 99 upon a bracket 100, andhaving a latch mechanism 101 in engagement Wit al stationary notchedquadrant 102. Thus, Y.

by adjusting the gear 86 through the manual mani ulation of they lever98, the parts may lbe a justed to vary the time of opening of the intakevalve 47 so as to advance or retard` the explosions.

The' cylinder 15 has a water- ]acket 103 i supplied from a pump 104,lthe shaft 4105 of the latter of which is provided with a gear 106 in"mesh with the gear 86, parallel with and Aupon the relatively oppositeside of the cylinder 15, 'as com ared to a shaft 107. havin a gear inmes wlth the gear 87. This s aft 107 extends to and actuates the fueloil pump 71 before described,'and mav have means, including a cam 108,as seen in Fig. 2, for actuating andlubricatin the oil pump 109, theconnections 110 o which, seen broken away 1n Fig. 1, may lead in anysuitable manner desired to the various working parts of the enginerequiring lubrication.

The engine described, as first above stated, a four cycle type in whlchthe explosion l 74 the intake valve 47 is open so as' to pertakes placeat the end of the compression. stroke whenthe intakevalve `47 is open topermit the.p'reviously compressed supply of air received-through the airintake valveV 28 to findits wayfinto the fuel oil chamber 51. Atthis'time theair intake valve 28 s of course closed, and the iston `atoncemovcs voutwardly in its c vln er under the effect of the explosion,during which time the oil feedvalve 60 is closed. As the piston 74starts inwardly after the power stroke, the exhaust valve 38 opens underactuation of the 'cam 93, and during this full inward exhausting strokeof the piston mit the products of combustion to entirely esca e from thechamber 5l, theexhausting proc ucts finding their way outwardly throughthe lateral cylinder opening 20 to the exhaust pipe 22 before described.

As the piston starts outwardly upon its suction stroke the` air intakevalve 28 is opened and the fuel intake valve 47 closes. the feed valve60 opening with the opening of the air intake valve 28, so that, as thepiston r'ecedes, sucking in its charge of air, the volume of which maybe controlled by the valve 23 before described, oil under the control ofthe needle valve -73 ,finds its Way into the chamber 51 by virtue of theconstant pressure upon the oil supply through the pump 71. At the end ofthe suction stroke the air intake valve 28 closes and the piston 74again starts inwardly, this time upon its compression stroke, duringwhich stroke the air supply is thoroughly compressed independent of anyfuel, and as the piston arrives at the end of its stroke the fuel intake`valve 47 opens and the explosion takes place, as previously described.

1t is obvious from the foregoing that my invention provides anarrangement by which the foregoing objects are practically andefficiently carried out and one by which the disadvantages and alloperating troubles ineident to ignition and combustible charge.

forming means are entirely eliminated.

I claim:

1. An oil engine having a cylinder provided with mechanically controlledair intake and exhaust valves, and with an oil holding cavity inthe headthereof, a valve between the cavit and the working 4chamber of the cyliner, means for supplying oil to the said cavity, including a mechanicallyactuated controlling valve, a piston in the cylinder, a ower shaft towhich the iston is connecte having an obliquely toot ed gear, al camshaft having an oblique] toothed gear inA engagement with the sai gearof the power shaft, connections f actuatingsaid valve between the oilcavity and .the c linder, and' actuated by the cam of sai cam shaft,said gear, of said cam shaft being splined there- -tiens of the cages inposition, one of said valve cages having its hore enlarged intenlnmliate it.L ends to forni an oil Cavity, in minnninieation with theinner end oi' another of the Cages, an oil intake valve in the firstnamed cage controlling coininnnir'ation between the nil eavitxY thereofand the working;` chamber of the cylinder.I an oil feed valve betweenthe first and second cage-s. controlling the feed of oil to the said oilcavity, air intake and exhaust valves in certain other of the cages incon'nnunication with the workinf;y I-hznnla inl' tln` cylinder, a pistonola-rating in the cylinder. and mechanic-al connmftions between thepist-on ami th(l several valves for '.n'inatinpr the lat4 im: I

il. .\n oil engine ha\"|n;r a cyliniwr pro villml iviih air intake andexhaust valves and an oil cavity, an eil intake valve hetween the saidoil cavity and the working chamber of the cylinder, means for feedingoil to the cavity, including a controllingvalve adjacent the cavity,4 apiston operating in the cylinder, mechanical connections between thepiston and the said oil feed valve and the air intake and exhaust valvesfor actuating the latter, inelnding a cam actuan/'l rn'l havin r an airintake valve. a collar atljnS-tal'ilv i-isposed thereonF and a leverengaging the oil feed valve and hav ing' a portion thereof tlinposeii inthe path of nioven'ient of the. Said Collar.

STANLEY MINJRB Wvtnesses:

CIL-xs. E. CHICK, l. P. ADAMS.

